Combined third and traction rail for electric railways.



No. -659,l79. Patented Oct. 2, I900.

E. C. MORGAN. COMBINED THIRD AND TRACTION RAIL FOR ELECTRIC RAILWAYS.

(Application filed Jan. 2, 1900. Renewed Sept. 10, 1900.) (No Model.)

UNITED STATES PATENT OFFICE.

EDMUND C. MORGAN, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE MORGAN ELECTRIC MACHINE COMPANY, OF SAME PLACE.

COMBINED THIRD AND TRACTION RAIL FOR ELECTRIC RAlLWAYS.

SPECIFICATION forming part of Letters Patent No. 659,179, dated October 2, 1900.

Application filed January 2, 1900. Renewed September 10, 1900. Serial No. 29,475. (N0 model-J T0 aZZ ZUhOWb it may concern:

Be it known that I, EDMUND C. MORGAN, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Com bined Third and Traction Rail for Electric Railways, of which the following is a specification.

This invention relates to a combined third and traction rail for electric railways.

One object of the invention is to provide a combined third and traction rail for electric railways which is exceedingly simple in construction and efficient in operation.

A further object of the invention is to pro vide a traction-rail for electric railways which also serves efficiently as a conductor for supplying current to the motor on the truck.

A further object of the invention is to provide a third rail and conductor for supplying current to the motor on the truck and which is constructed to be engaged by gearing carried by the truck and operated by the motor thereon for causing the truck to move along the track.

Other objects of the invention will appear more fully hereinafter.

The invention consists substantially in the construction, combination, location, and arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying drawings, and finally pointed out in the appended claims.

Referring to the accompanying drawings, and to the various views and reference-signs appearing thereon, Figure l is a broken view in section on the line 1 1, Fig. 4, looking in the direction of the arrows. Fig. 2 is a similar view on the line 2 2, Fig. 4, looking in the direction of the arrows. Fig. 3 is a view in section transversely of the road-bed and on a reduced scale, showing the relation of the third and traction rail with respect to the track-rails. Fig. 4 is a broken view in section taken longitudinally through the traction and third rail and its supports. Fig. 5 is a broken detail view in plan, parts being broken out, of the construction shown in Fig. 4:. Fig. 6

is a broken detail view in perspective, parts being broken away for illustrating the manner of forming the third and traction rail.

The same part is designated by the same reference-sign wherever it occurs throughout the several views.

In carrying out my invention I provide metal plates, preferably of steel and indicated at A and B. These plates are arranged to rest flatwise upon each other, the several plates A, forming one layer or thickness of the rail, being arranged endwise with respect to each other and with their ends abutting. Similarly the several plates B are arranged end to end, the plates Abreaking joints with the plates B. With this arrangement I secure an extensive and efficient contact between the series of plates A and the series of plates B, thereby forming an eflicient electrical connection between such plates Without the necessity of employing connecting or rail bonds for electrically connecting up the rails throughout the length of the system. The plates A B are constructed to be engaged by the gear (indicated at C, Fig. 3) in the manner of a cog-andsprocket engagement. This construction may be effected by forming at suitable distances apart throughout the length of the plates A and B short parallel slits longitudinally of such plates and then bending in opposite directions the tongues or narrow strips between such slits.

As seen in Fig. 6, reference-sign D designates the tongue bent out from one end of the slits formed in plate B. Reference-sign E designates the corresponding tongue formed at the same 01' corresponding end of the slits in plate A. The tongues bent out of plates B and A at the opposite end of said slits are hidden from view in Fig. 6, but are clearly shown and indicated, respectively, at F and G, Fig. 4. These tongues may be formed in the plates A and B before said plates are as sembled, and each pair of parallel slits formed in plate A in length hear such relation to the length of the corresponding pair of slits in plate B that when the tongues E G of plate A and the tongues D and F of plate B are formed in said plates and said plates are assembled'that is, placed flatwise upon each otherthe tongues E G of plate A will fit snugly over thetongues formed in plate B. By this construction I am enabled to employ comparatively thin and narrow sheets of material and to form openings therethrough to receive the teeth of the traction gear or sprocket, which openings are of practicallyabsolute uniformity throughout and form an efficient bearingsurface for the engagement of the teeth of the gear, and by bending such tongues I avoid the formation of sharp shoulders or corners, thus affording a rolling bearing for the teeth of the traction-gear, and thus securing a most eflicient gripping or engaging act-ion of such gear. Moreover, the openings through the plates permit any accumulation of dirt or other matter to fall through, thereby avoiding the danger of choking up the rail or short-circuitiug the current.

In the practical application of my invention in a railway system, and particularly where the tractionrail also serves as a conductor for supplying current to the motor on the truck, it is important to support and insulate such rail in a manner to avoid danger of accidental contact with the rail. This is a particularly desirable consideration where such railway is employed in mine haulage, to which use and purpose my invention is particularly adapted, as frequently the passages in which the railway is used are dark and the workmen or others are unable to distinguish the rail from other parts of the road-bed. To accomplish this result, I employ the ties H, which constitute the road-bed and upon which the track-rails J are supported, these ties being arranged to extend in the usual manner transversely of the road-bed. Upon the ties H are supported stringers K, extending longitudinally of the road-bed and, if desired, suitably secured to the ties H. At suitable distances apart. and arranged transversely of the road-bed are sleeper-blocks L, upon which are supported longitudinally-arranged stringers M N, which, if desired, may be suitably secured to the sleeper-blocks L. Thestringers M N are arranged parallel to each other and at a distance apart sufficient to accommodate therebetween the tongues D F and E G of the plates B A, respectively, as clearly shown in Figs. 1 and 2, said plates A and B being of greater width than the space between the stringers M N and resting upon the top surfaces of said stringers. and in order to afford an efficient bearing for said plates and to prevent lateral displacement thereof, the top surfaces of stringers M N may be grooved or recessed to form seats to receive the edges of the rails, as clearly shown. In order to hold the rail in place upon the stringers M N and in order to inclose the rail, cooperating stringers O P may be arranged respectively over and parallel with stringers M N and the meeting surface thereof may be similarly recessed or grooved to receive the edges of the rail, as clearly shown, and said upper stringers O P may be suitably secured to the stringers M N, respectively, and to the supporting structure.

By the construction above described it will be observed that the third or traction rail is If desired,

confined against movement and is efficiently held in position to be engaged by the sprocket wheel or gear of the truck. It will also be seen that such rail is supported against exposure to accidental contact by workmen or others traversing the line of the road-bed. In practice the several ties, stringers, and sleepers are preferably of insulating material-- such, for instance, as woodwhereby the rail is efficiently insulated. It will also be seen that the rail-support is practically open to permit any coal, dirt, or other foreign matter deposited or dropped upon the rail structure to fall through to the ground or road-bed.

It is to be understood that the upper stringers O Pare spaced a distance apart sufficiently to enable the traction sprocket or gear 0 to enter therebetween, as clearly indicated in Fig. 3, and hence the third-rail construction and the support therefor as above described aids in preventing the motor-truck from leaving or being thrown from the track.

A third or traction rail constructed as above described may be arranged in any suitable relation with respect to the track-rails of the road. Preferably, however, such third or traction rail is arranged between the trackrails, as clearly shown in Fig. 3, and in order to afford sufficient space, particularly in the case of narrow-gaged roads, such as are frequently employed in mines, for a footway for laborers or others and for mules, horses, and the like I prefer to arrange the third or traction rail to one side of the center of the roadbed-that is, nearer to one of the track-rails than to the other-as clearly indicated in Fig. 3. Thisarrangementalsoavoidstheobjection of the car coupling or hitching becoming accidentally detached, thereby disconnecting the cars by reason of such hitching striking or coming in contact with the third or traction rail when such rail is arranged in the center of the roadway.

From the foregoing description it will be seen that I provide an exceedingly simple, inexpensive, and eflieient construction of third or traction rail which is thoroughly insulated and also serves as a conductor, thereby avoiding the expense and necessity for a separate and independent COHdIlCUOLWhGIGIH provision is made for protecting the workmen or others against accidental contact with such rail, wherein an efficient gripping action is the plates A and B may be suitably bolted together, although I do not regard this as an essential.

While I have shown and described a specified construction and arrangement embodying the principles of my invention, I desire it to be understood that many variations therefrom and changes therein would readily suggest themselves to persons skilled in the art and still fall within the spirit and scope of my invention; but having now set forth the ob ject and nature of my invention and a construction and arrangement as illustrative of an operative embodiment thereof, and

Having described such construction and arrangement and its purpose, function, and mode of operation, what I claim as new and useful and of my own invention, and desire to secure by Letters Patent, is-

l. A combined third and traction rail for electric railways comprising plates having openings formed therethrough to receive the cogs of the traction gear or wheel, and tongues formed at the ends of said openings to form a bearing for said cogs, as and for the purpose set forth.

2. A combined third and traction rail for electric railways comprising plates superposed upon each other, and having registering openings formed therethrough, as and for the purpose set forth.

3. A combined third and traction rail for electric railways comprising plates superposed upon each other having registering openings formed therethrough and engaging tongues at the ends of said openings, as and for the purpose set forth.

4. A combined third and traction rail for electric railways adapted to be engaged by the gear in combination with a support for said rail, said support comprising stringers arranged to receive said rail between the adjacent faces thereof, thereby inclosing said rail, as and for the purpose set forth.

5. A combined third and traction rail for electric railways com-prising plates having openings therethrough in combination with an insulating-support for said rail, said support including stringers arranged to receive the edges of said plates therebetween, said stringers being suitably spaced apart, as and for the purpose set forth.

6. A combined third and traction rail for electric railways comprising plates having openings formed therethrough in combination with a support for such rail including stringers placed above and below said rail whereby said rail is inclosed, as and for the purpose set forth.

7. A combined third and traction rail for electric railways comprising plates having openings therethrough in combination with a support for such rail including stringers arranged above and below such rail to receive the edges thereof therebetween the meeting surfaces of said stringers being recessed or grooved to form a seat to receive the edges of said rail, as and for the purpose set forth.

8. A combined third and traction rail for electric railways comprising plates superposed upon each other, and having registering openings formed therethrough, the one layer of said plates breaking joints with the other layer, as and for the purpose set forth.

9. The combination with a third or traction rail, a support therefor, transverse sleepers suitably spaced upon which said support rests, longitudinally-arranged stringers for supporting said sleepers, and cross-ties for supporting said stringers, as and for the purpose set forth.

In witness whereof I have hereunto set my hand, this 29th day of December, 1899, in the presence of the subscribing witnesses.

EDMUND O. MORGAN.

Witnesses:

D. B. DOUGLASS, S. E. DARBY. 

